IMO Ship Maneuvering Standards
Turning Ability
Turning ability is the measure of ship’s capacity to turn when hard-over rudder is applied. In a
standard turning circle manoeuvre, the advance should not exceed 4.5 times the ship length
and the tactical diameter should not exceed 5.0 times the ship length
Initial Turning Ability
Initial turning ability is the measure of the ship’s capacity to respond to a moderate helm action.
In a standard 10-10 deg zigzag test, the distance covered to the second execute should not
exceed 2.5 times the ship length.
Course Keeping and Yaw Checking Abilities
Both course keeping and yaw checking abilities are considered satisfactory if,
The value of the first overshoot angle in the 10-10 deg zigzag test not exceeds
10 deg, if L/V is less than 10 seconds; 20 deg, if L/V is 30 seconds or
more; and
(5+0.5(L/V)) deg, if L/V is between 10 and 30 seconds
The L/V ratio is meant to take care of the fact that the acceptable amount of
inherent dynamic stability decreases as the ship speed increases.
The value of the second overshoot angle in the 10-10 deg zigzag test
should not
exceed the above criterion values for the first overshoot by more
than 15 deg.
The value of the first overshoot angle in 20-20 deg zigzag test should
not exceed 25 deg.
IMO Ship Maneuvering Standards
Stopping Ability
The track reach should not exceed 15 ship lengths except for very large ships
Inherent Dynamic Stability
The ability of a ship to settle soon on to a new straight course, without the use of helm,
when it is subjected to a small disturbance while sailing in a straight course shows its
inherent dynamic stability. A dynamically unstable ship needs to undergo a spiral test or
a pull-out manoeuvre to ascertain the instability. Subsequently, the Administration
exercises its discretion in the regard
Trial Conditions
The above tests/trials are to be conducted at the specified conditions, such as
Deep unrestricted waters: Sheltered unconfined waters, with the depth more
than four times the vessel draft.
Calm environment: Wind not to exceed Beaufort scale 5, waves not to exceed
sea state 4 and only uniform current, if any.
Full load & even keel: Fully loaded condition with zero trim is the required test
condition, but up to a variation of 5% in these is allowed. Alternatively, the trial
may be conducted in a ballast condition with a minimum of trim and sufficient
propeller immersion.
Test speed: The approach speed is at least 90% of the ship speed
corresponding to 85% of the maximum engine output.
If in any case the above test conditions cannot be satisfied, then corrections
need be applied to the test results.
Turning Behaviour of Esso Osaka
Fig.7.1a: Esso Osaka in Turning Circle
(Vs=7.75 knots, Delta=35 deg)
Right (Theory)
4 Left (Theory)
Right (Expt)
3 Left (Expt)
2
x/L
0
-4 -3 -2 -1 0 1 2 3 4
y/ L
Fig.7.1b: Time History of Drift Angle of Esso Osaka in Turning
Manoeuvre (Vs=7.75 knots)
20
Beta (deg)
15
Right (Theory)
10
Left (Theory)
5 Right (Expt)
Left (Expt)
0
0 50 100 150 200
time (sec)
Fig.7.1c: Time History of Yaw Velocity of Esso Osaka in
Turning Manoeuvre (Vs=7.75 knots)
1
0.8
Yaw Rate
0.6
Right (Theory)
0.4 Left (Theory)
0.2 Right (Expt)
Left (Expt)
0
0 50 100 150 200
time (sec)
Fig.7.1d: Time History of Heading Angle of Esso Osaka in
Turning Manoeuvre (Vs=7.75 knots)
500
400
Phi (deg)
300
Right (Theory)
200 Left (Theory)
100 Right (Expt)
Left (Expt)
0
0 50 100 150 200
time (sec)
Fig.7.1e: Time History of Vessel Speed of Esso Osaka in
Turning Manoeuvre (Vs=7.75 knots)
1
Right
0.8 (Theory)
Left (Theory)
0.6 Right (Expt)
Vs/Vo
0.4 Left (Expt)
0.2
0
0 50 100 150 200
time (sec)
Fig.7.8a: Esso Osaka in Turning Manoeuvre
(Fn=0.064, Delta=35 deg)
h/T=1.2 R
4 h/T=1.2 L
3 h/T=1.3 R
2 h/T=1.3 L
h/T=1.5 R
x/L
1
h/T=1.5 L
0
h/T=2.0 R
-6 -4 -2 -1 0 2 4 6
h/T=2.0 L
-2 Deep Water L
y/L Deep Water R
Fig.7.9: Esso Osaka - Turning Parameter Variation against Water
depth (Ad - Advance, Tr - Transfer, Td - Tactical Dia)
6
Td/L, Tr/L, Ad/L
5
4 Ad/L
Tr/L
3
Td/L
2
1
1 1.2 1.4 1.6 1.8 2
h/T
Fig.7.10a: Container Ship in Turning Manoeuvre
(Fn=0.25, Delta=35 deg)
4 h/T=1.2 R
3 h/T=1.2 L
h/T=1.3 R
2 h/T=1.3 L
h/T=1.5 R
x/L
1
h/T=1.5 L
0 h/T=2.0 R
-6 -4 -2 0 2 4 6 h/T=2.0 L
-1
Deep Water L
-2 Deep Water R
y/L
Fig.7.10e: Time History of Vessel Speed of Container Ship in
Turning Manoeuvre (Fn=0.25, Delta=35 deg)
0.8 h/T=1.2
0.6 h/T=1.3
Vs/Vo
h/T=1.5
0.4
h/T=2.0
0.2 Deep Water
0
0 20 40 60 80
time (sec)
Water Depth Effect on HSV Turning
Fig.7.12a: Monohull HSV in Turning Manoeuvre
(Fn=0.24, Delta=30 deg)
3 h/T=1.2
h/T=1.3
h/T=2.0
2 Deep Water
x/L
0
0 2 4 6
-1
-2
y/L
Fig.7.12b: Time History of Drift Angle of Monohull HSV
(Fn=0.24, Delta=30 deg)
25
20
h/T=1.2
Beta (deg)
15 h/T=1.3
10 h/T=2.0
Deep Water
5
0
0 10 20 30 40 50
time (sec)
Fig.7.12c: Time History of Yaw Velocity of Monohull HSV (Fn=0.24,
Delta=30 deg)
0.8
h/T=1.2
Yaw Rate
0.6 h/T=1.3
0.4 h/T=2.0
Deep Water
0.2
0
0 10 20 30 40 50
time (sec)
Fig.7.12d: Time History of Heading Angle of Monohull HSV (Fn=0.24,
Delta=30 deg)
400
300 h/T=1.2
Phi (deg)
h/T=1.3
200
h/T=2.0
100 Deep Water
0
0 10 20 30 40 50
time (sec)
Fig.7.12e: Time History of Vessel Speed of Monohull HSV
(Fn=0.24, Delta=30 deg)
0.8
h/T=1.2
0.6 h/T=1.3
Vs/Vo
0.4 h/T=2.0
Deep Water
0.2
0
0 10 20 30 40 50
time (sec)
Fig.7.13: Monohull HSV - Turning Parameter Variation against Water
depth
5
Td/L, Tr/L, Ad/L
4 Ad/L
Tr/L
3
Td/L
2
1
1 1.5 2 2.5 3 3.5
h/T
SWATH Turning
Fig.7.14a: SWATH HSV Steady turning radius versus
rudder area (MIF=1.0, FA=1.8, PW=75%, RP=aft)
180
Present Prediction
160 Full Scale Trial
TR (m)
140
120
100
80
0.6 0.8 1 1.2 1.4 1.6
RA (sq.m)
Fig.7.14b: SWA TH H SV Steady turning radius versus
rudder angle (M IF=1.0, FA F=1.8, PW=75%, RA =1.12 sq.m,
RP=aft)
1000
Present Prediction
Full Scale Trial
750
TR (m)
500
250
0
0 10 20 30 40
RD (deg)
Fig.7.14f: SWA TH H SV Steady turning radius versus rudder
area for different flow acceleration factors (M IF=1.0, PW=75%,
RP=aft)
180
FAF=1.4
FAF=1.8
160
FAF=2.2
Full Scale Trial
TR (m)
140
120
100
80
0.5 1 1.5 2 2.5
RA (sq.m)
Zig-Zag Maneuver
Fig.8.1a: Esso Osaka - Time histories of rudder and heading angles in
10-10 zigzag manoeuvre (Vs=7.75 knots)
30
Rudder & Heading Angles
20
10
0
-10 0 20 40 60 80 100 120
Rudder (Theory)
-20 Heading (Theory)
-30 Rudder (Expt)
time (sec) Heading (Expt)
Fig.8.1b: Esso Osaka - Time History of Drift Angle in
10-10 zigzag manoeuvre (Vs=7.75 knots)
10
Theory
Expt
5
Beta (deg)
0
0 20 40 60 80 100 120
-5
-10
time (sec)
Fig.8.1c: Esso Osaka - Time History of Yaw Velocity in
10-10 zigzag (Vs=7.75 knots)
0.6
Theory
Expt
0.3
Yaw Rate
0
0 20 40 60 80 100 120
-0.3
time (sec)
Fig.8.1e: Esso Osaka - Vessel Trajectory in
10-10 zigzag manoeuvre (Vs=15.5 knots)
2
Theory
Expt
1
y/L
0
0 4 8 12 16
-1
x/L
Fig.8.4a: Esso Osaka - Time histories of rudder and heading
angles in 20-20 zigzag manoeuvre (Vs=15.5 knots)
60.000
Rudder & Heading Angles
40.000
20.000
0.000
-20.0000.000 20.000 40.000 60.000 80.000 100.000 120.000
-40.000 Rudder (Theory)
-60.000 Heading (Theory)
time (sec) Rudder (Expt)
Heading (Expt)
Fig.8.4b: Esso Osaka - Time History of Drift Angle in
20-20 zigzag manoeuvre (Vs=15.5 knots)
10.000
5.000
Beta (deg)
0.000
0.000 20.000 40.000 60.000 80.000 100.000 120.000
-5.000 Theory
Expt
-10.000
time (sec)
Fig.8.5a: Time histories of rudder and heading angles of a
container ship in 10-10 deg zig-zag manoeuvre (Vs=20knots)
20
15
Rudder & Heading Angles
10
5
Rudder angle
0 (present)
-5 0 5 10 15 20 25 30 35 Heading (Present)
-10
-15 Heading (Kijima&
Furukawa,1998)
-20
time (sec)
Fig.8.5b: Time histories of rudder and heading angles in 20-20
deg zig-zag manoeuvre (Vs=20knots)
40
Rudder & Heading Angles
Rudder angle
(Present)
20
Heading
(Present)
0 Heading (Kijima&
0 5 10 15 20 25 30 35 Furukawa,1998)
-20
-40
time (sec)
Fig8.6a: Time histories of rudder and heading angles of monohull
and catamaran HSVs in 20-20 deg zig-zag manoeuvre
(Fn=0.63, waterjet propulsion)
60
40
Rudder & Heading
Rudder-Monohull
20 HSV
Heading-
Angles
0 Monohull HSV
Heading-
-20 0 30 60 90 120
Catamaran HSV
Rudder-
-40
Catamaran HSV
-60
time (sec)
Fig.8.6b: Monohull & Catamaran HSVs - Time History of Drift
Angle in 20-20 zigzag manoeuvre (Fn=0.63)
10
Monohull HSV
5 Catamaran HSV
Beta (deg)
0
0 20 40 60 80 100 120
-5
-10
time (sec)
Fig.8.6c: Monohull & Catamaran HSVs - Time History of Yaw
Velocity in 20-20 zigzag manoeuvre (Fn=0.63)
1.5
Monohull HSV
1 Catamaran HSV
0.5
Yaw Rate
0
-0.5 0 20 40 60 80 100 120
-1
-1.5
time (sec)
Fig.8.6d: Monohull & Catamaran HSVs - Time History of Vessel
Speed in 20-20 zigzag manoeuvre (Fn=0.63)
1
0.8
0.6
Vs/Vo
Monohull HSV
0.4 Catamaran
HSV
0.2
0
0 20 40 60 80 100 120
time (sec)
Fig.8.6e: Monohull & Catamaran HSVs - Vessel Trajectory in
20-20 zigzag manoeuvre (Fn=0.63)
3
Monohull HSV
2 Catamaran HSV
y/L
0
0 4 8 12 16 20
-1
x/L
Stopping Maneuver
Fig.9.3a: Stopping Distance of a Tanker of 100,000 dwt for
different astern to ahead power ratios (V=16.7 knots)
16.0 Tr=30 sec
Tr=45 sec
14.0 Tr=60 sec
Tr=75 sec
S/L
12.0 Tr=90 sec
Tr=105 sec
10.0
Tr=120 sec
8.0
0.3 0.6 0.9 1.2
PA/PS
Fig.9.3b: Stopping Distance of a Tanker of 100,000 dwt for
different reverse thrust timings (V=16.7 knots)
16.0 Pa/ps=1.0
Pa/ps=0.9
14.0 Pa/ps=0.8
Pa/ps=0.7
S/L
12.0 Pa/ps=0.6
Pa/ps=0.5
10.0
Pa/ps=0.4
8.0
30 60 90 120
Tr (sec)
Fig.9.8a: Stopping Distance of a Mono-Hull HSV for different astern to ahead
power ratios (V=42.0 knots)
8.0
Tr=10 sec
Tr=15 sec
6.0
Tr=20 sec
Tr=30 sec
S/L
4.0
Tr=40 sec
Tr=50 sec
2.0
Tr=60 sec
0.0
0 1 2 3 4
PA/PS
Fig.9.8b: Stopping Distance of a Mono-Hull HSV for different
reverse thrust timings (V=42.0 knots)
8.0 Pa/ps=0.5
Pa/ps=1.0
6.0 Pa/ps=1.5
Pa/ps=2.0
S/L
4.0 Pa/ps=2.5
Pa/ps=3.0
2.0
Pa/ps=3.5
0.0
0 20 40 60 80
Tr (sec)